Сводная таблица:

Таблица 8:

Параметры:	Оферт №2	Оферт №32	Оферт №118	Оферт №128	Оферт №148
tх, сут	24,1	6,94	6,42	12,92	3,07
tст ,сут	60,17	4,375	5	3,75	5,83
Tр сут	84,27	11,32	11,42	16,67	8,9
т	1850,25	410	390,77	410	220,8
Qб.е, т	3697,76	3697,76	3697,76	3697,76	3697,76
Qб. т	1400	354,6	332,9	626,9	178
Дч, т	75218,12	75961,2	75982,5	75675	76160,7
Qгр, т	53235,7	69077,5	69077,5	69077,5	69077,5
з	0,707	0,9093	0,9091	0,9128	0,9069
Vэкс, уз	12,23	12,37	12,31	12,68	11,56
х, ст	0,286 0,714	0,61 0,38	0,56 0,43	0,775 0,22	0,34 0,65
	29,5	160,42	146	205,2	80,4
F, $	976129,8	1336390,6	791196,5	1741961,9	525248
Пэкс, $	-290253,9	103697,5	491486,3	1251933,1	297441,5
Rэкс, $	625931,7	213411,1	212918,2	363336,8	160166,5
Ф, $	-453183,6	1014954,1	469406,3	1255390,4	280234
St, $/t	23,8	4,33	4,33	7,09	3,29
St-m, $/t-m	0,00676	0,00217	0,00237	0,00189	0,00417
ТЧЭ, $/сут	4155,7	99203,1	50637,3	82701	41020,4

На основе полученных расчетов и приведенных диаграмм по каждой выбранной оферте произвёл отбор оптимальной оферты.

Проанализировав экономические результаты, которые могут быть получены при работе по каждой из пяти оферт, можно сделать вывод, что оптимальной офертой является оферта

№ 32 (Туапсе –Новроссийск- Кастельон).

Главным критерием выбора было значение тайм-чартерного эквивалента, которыей здесь является больше, чем в других офертах (99203,1 $/сут)

Составление проекта чартера

По полученной оптимальной оферте № 245 перевозится груз – мазут, поэтому в качестве проформы для создания чартера используем проформу под кодовым названием «MobilVoy»

TANKER VOYAGE CHARTER-PARTY

MOBILVOY 96

PREAMBLE

IT IS THIS DAY MUTUALLY AGREED between _______"MOBILCompanv"______

(hereinafter called "Owner"), of the good_____ “Geroi Novorossiyska”_____MS/SS (hereinafter called

"Vessel"), and ____”BilbaoShippingCompanv"____ (hereinafter called "Charterer"), that the

transportation herein provided shall be performed subject to the terms and conditions of this Charter-Party, which shall include the Preamble and Pairs I and II. In the event of a conflict, the provisions of Part I shall prevail over those contained in Pan II to the extent of such conflict.

PART I

1. Description and Position of Vessel:

Total Deadweight:______76325_____tons (2240 lbs).

Capacity for cargo:______53960,8_____tons (2240 lbs)___10__% more or less, Vessel's option

Classed:___Russian Register______ _______

Called name: ” Geroi Novorossiyska”____________________________

Expected Ready:__________16.09.2009_________

B. Laydays:____________16.09 – 19.09.2009_______

Commencing:__________16.09,2009____________Cancelling:_____________19.09.2009_______

C. Loading Port(s):_______________Novorossyisk _________________Charter's option

D. Discharging Port(s):___________Kastelion __________________ Charter's option

E. Cargo:_____________________________Black oil____________________Charter's option

F. Freight Rate:___________________20.10 U.S. Dollars $_______________________________________

G. Freight Payable to: before unloading___________________________________________

H. Total Lay time in Running Hours:__________75 for loading; 50 for discharging_________

K. Commission of__________5% is payable by Owner to___________________________

on the actual amount of freight, when and as freight is paid.

IN WITNESS WHEREOF, the parties have caused this Charter, consisting of a Preamble, Parts I and If, to be executed in duplicate as of the day and year first above written.

Witness the signature of: By: The Chief Manager of the company "MOBILCompanv"

Witness the signature of: By: The Chief Manager of the company "BilbaoShipping Company"

PART II

1. WARRANTY-VOYAGE-CARGO. The Vessel, classed as aforesaid and It» be so maintained during the currency of this Charter, shall, with all convenient dispatch, proceed as ordered to loading port(s) named in accordance with Clause 4 hereof, or so near thereunto as she may safely get (always afloat) and being tight, staunch and strong, and having' aD pipes, pumps and heater coffles in all cargo tanks in good working order, and being in every respect fitted for the voyage, so far as the foregoing conditions can be attained by the exercise of due diligence, perils of the sea and any other cause of whatsoever kind beyond the Owner's control excepted, shall load (always afloat) from the factors of the Charterer a full and complete cargo of petroleum and/or its products, not exceeding what she can reasonably stow and carry over and above her bunker fuel, water, tackle, apparel and stores (sufficient space to be left in the tanks to provide for the expansion of cargo), and in any case not in excess of the quantity permitted by the International Load Line Convention, and being so loaded shall forthwith proceed, at Chatterer’s option, as ordered on signing Bills of Lading, direct to the discharging port(s), or so near thereunto as she may safely get (always afloat), and deliver said cargo. If requested, Owner agrees to instruct the Master that the cargo as to be kept heated on passage to discharging port(s) in accordance with instructions issued by the cargo shippers at the loading port or by Charterers en route to discharging port(s).

2. (a)FREIGHT. Freight shall be at the rate stipulated in Part I and shall be computed on intake quantity (except dead freight as per Clause 3) as shown on the Inspector's Certificate of Inspection. Payment of freight shall be made by Charterer without discount upon delivery of cargo at destination, less any disbursements or advances made to the Master or Owner's agents at ports of loading and/or discharge and cost of insurance thereon. No deduction of freight shall be made for water and/or sediment contained in the cargo. The services of the Petroleum Inspector shall be arranged and paid for by the Charterer who shall furnish the Owner with a copy of the Inspector's Certificate.

(b)ADVANCES. Cash shall be advanced by Charterer to the Master or Owner's agents, if required, for ordinary disbursements at ports of loading and/or discharge at current rates of exchange and insured at Owner's expense.

3. DEAD FREIGHT. Should the Charterer fail to supply a full cargo the Vessel may, at the Master's option, and shall, upon request of the Charterer, proceed on her voyage, provided that the tanks in which cargo is loaded are sufficiently filled to put her in seaworthy condition. In that event, however, dead freight shall be paid at the rate specified in Part I hereof on the difference between the intake quantity and the quantity the Vessel would have carried if loaded to her minimum permissible freeboard for the voyage.

4. NAMING LOADING AND DISCHARGE PORTS.

(a) The Charterer shall name the loading port or ports at least twenty-four (24) hours prior to the Vessel's readiness to sail from the last previous port of discharge, or from bunkering port for the voyage, or upon signing this Charter if the Vessel has already sailed. However, Charterer shall have the option of ordering the Vessel to the following destinations for wireless orders:

On a voyage to a port or ports in:

PORT SAID Eastern Mediterranean or Arabian Gulf (from ports west of Port Said).

(b) Charterer shall have the option of ordering the Vessel to the following destinations for wireless orders:

On a voyage to a port or ports in:

SUEZ Mediterranean (from Arabian Gulf)

GIBRALTAR Mediterranean (from Western Hemisphere).

If Charterer exercises the option indicated in 4(a) or 4(b), they undertake to nominate actual loading or discharge port(s) in sufficient time to avoid delay to the Vessel.

(с) If, after loading or discharging ports have been nominated, Charterer desires to vary such ports, Owner agrees to issue such revised instructions as are necessary to give effect to Charterer's revised orders and Charterer agrees to reimburse the Owner for any extra expenses incurred as a result of any change in loading of discharge ports. Any time thereby lost to the Vessel shall count as used lay time.

5. ETA. A wireless message is to be sent by the Master to the shippers at loading port forty-eight (48) hours before Vessel's arrival stating expected date and hour of arrival at loading port, failing which Charterer to be allowed an additional twenty-four (24) hours under Clause H, Part I.

6. LAYDAYS. Lay time shall not comment before the date stipulated in Part I, except with the Charterer's sanction. Should the Vessel not be ready to load by 4:00 o'clock P.M. (local time) on the cancelling date stipulated in Part I, the Charterer shall have the option of cancelling this Charter by giving Owner notice of such cancellation within twenty-four (24) hours after such cancellation date; otherwise this Charier to remain in full force and effect.

7. NOTICE OF READINESS. Upon arrival at customary anchorage at each port of Loading or discharge, the Master of his agent shall give the Charterer or his agent notice by letter, telegraph, wireless or telephone that the Vessel is ready to load or discharge cargo, berth or no berth, and lay time, as hereinafter provided, shall commence upon the expiration of six (6) hours after receipt of such notice, or upon the Vessel's arrival in berth (i.e., finished mooring when at a sea loading or discharging terminal and all fast when loading or discharging alongside a wharf), whichever first occurs. However, where delay is caused to Vessel getting into berth after giving notice of readiness for any reason over which Charterer has no control, such delay shall not count as used lay time.

8. DEMURRAGE. Charterer shall pay demurrage per running hour and pro-rata for a part thereof at the rate specified in Part I for all time that loading and discharging and used lay time as elsewhere herein provided exceeds the allowed lay time elsewhere herein specified. If, how­ever, demurrage shall be incurred at ports of loading and/or discharge by reason of fire, explosion, storm, or by strike, picketing, lockout, stoppage or restraint of labor or other labor difficulties or disturbances, or by breakdown of machinery or equipment in or about the plant of Charterer, supplier, shipper or consignee of the cargo, the rate of demurrage shall be reduced one-half of the amount stated in Part I per running hour or pro-rata for part of an hour for demurrage so incurred. The Charterer shall not be liable for any demurrage for delay caused by strike, lockout, stoppage or restraint of labor or Master, officers any crew of the Vessel or tugboat or pilots.

9. SAFE BERTH-SHIFTING. The Vessel shall load and discharge at any safe place or wharf, or alongside vessels or lighters reachable on her arrival, which shall be designated and procured by the Charterer, provided the Vessel can proceed thereto, lie at, and depart there from always safely afloat, any lighter age being at the expense, risk and peril of the Charterer. The Charterer shall have the right of shifting the Vessel at ports of loading and/or discharge from one safe berth to another on payment of all towage and pilot age shifting to next berth, charges for running lines on arrival at and leaving that berth, wharf age and dockage charges at that berth, additional agency sharges and expence, customs overtime and fees, and any other extra port charges or port expenses incurred by reason of using more than one berth. Time consumed on account of shifting shall count as used laytime except as otherwise provided in rate schedule being used.

10. PUMPING IN AND OUT. The cargo shall be pumped into the Vessel at the expense, risk and peril of the Charterer, and shall be pumped out of the Vessel at the expense of the Vessel, but at the risk, and peril of the Vessel only so far as the Vessel's permanent hose connections where delivery of the cargo shall be taken by the Charterer or its consignee. If required by Charterer, Vessel after discharging is to clear shore pipe lines of cargo by pumping water through them and time consumed for this purpose shall apply against allowed laytime. The Vessel shall supply her pumps and the necessary power for discharging in all ports, as well as necessary hands. However should the Vessel be prevented from supplying such power by reason of regulations prohibiting fires on board, the Charterer or consignee shall supply, at its expense, all power necessary for discharging as well as loading, but the Owner shall pay for power supplied to the Vessel for other porposes. If cargo is loaded from lighters, the Vessel shall furnish steam at Charterer's expense for pumping cargo into the Vessel, if requested by the Charterer, providing the Vessel has facilities for generating steam and is permitted to have fires on board. All overtime of officers and crew incurred in loading and/or discharging shall be for account of the Vessel.

11. HOSES: MOORING AT SEA TERMINALS. Hoses for loading and discharging shall be furnished by the Charterer and shall be connected and disconnected by the Charterer, or, at the option of the Owner, by the Owner at the Charterer's risk and expense.

12. DUES—WHARFAGE—TAXES. Dues and other charges on the cargo shall be paid by Charterer and dues and other charges on the Vessel (whether or not such dues or charges are based on the quantity of cargo loaded or discharged) shall be paid by the Owner. Any taxes on freight at loading and discharging ports are to be borne by Charterer. The Vessel shall be free of charges for the use of any wharf, dock, place or mooring facility arranged by the Charterer for the purpose of loading or discharging cargo; however the Owner shall be responsible for charges for such berth when used solely for Vessel's purposes, such as awaiting Owner's orders, tank cleaning, repairs, etc., before, during or after loading or discharging.

14. CARGOES EXCLUDED — VAPOR PRESSURE.

(a) Cargo shall not be shipped which has a vapor pressure at one hundred degrees Fahrenheit (100°F) in excess of thirteen and one-half pounds (13.5 lbs.) as determined by the current A.S.T.M. Method (Reid) D-323.

(b) FLASH POINT. Cargo having a flash point under one hundred and fifteen degrees Fahrenheit (115°F) (closed cup) A.S.T.M. Method D-56 shall not be loaded from lighters but this clause shall not restrict the Charterer from loading or topping off crude oil from vessels or barges inside or outside the bar at any port or place where bar conditions exist.

15. ICE. In case port of loading or discharge should be inaccessible owing to ice, the Vessel shall direct her course according to Master's judgment, notifying by telegraph or radio if available, the Charterer, shipper or consignee, who is bound to telegraph or radio orders for another port, which is free from ice and where there are facilities for the loading or reception of the cargo in bulk. In this event, freight shall be paid at the rate applicable under this Charter to such alternate loading or discharge port and any extra expenses incurred as a result of such change shall be paid for by Charterer and any time thereby lost to the Vessel proceeding to such alternate loading or discharge port versus proceeding there direct shall count as used lay time.

16. GENERAL CARGO. Subject to Owner's/Master's approval, Charterer has the option of shipping, in available dry cargo space, packed products and/or general cargo. Freight shall be payable at the bulk oil rate and Charterer shall pay in addition all expenses incurred solely as a result of the packed cargo being carried. Delay incurred, as a result of exercising such option, shall count as used laytime.

17. (a) QUARANTINE. Should the Charterer send the Vessel to any port or place where a quarantine exists, any delay thereby caused to the Vessel shall count as used laytime, but should the quarantine not be declared until the Vessel is on passage to such port, the Charterer shall not be liable for any resulting delay.

(b) FUMIGATION. If the Vessel, prior to or after entering upon this Charter, has docked or docks at any wharf which is not rat-free or stegomyia-free, she shall, before proceeding to a rat-free or stegomyia-free wharf, be fumigated by the Owner at his expense, except that if the Charterer ordered the Vessel to an infected wharf the Charterer shall bear the expense of fumigation.

18. CLEANING. The Owner shall clean the tanks, pipes and pumps of the Vessel to the satisfaction of the Charterer's Inspector. The Vessel shall not be responsible for any admixture if more than one quality of oil is shipped, nor for leakage, contamination or deterioration in quality of the cargo unless the admixture, leakage, contamination or deterioration results from (a) unseaworthiness existing at the time of loading or at the inception of the voyage which was discoverable by the exercise of due diligence, or (b) error or fault of the servants of the Owner in the loading, care or discharge of the cargo.

19. GENERAL EXCEPTIONS CLAUSE. The Vessel, her Master and Owner shall not, unless otherwise in this Charter expressly provided, be responsible for any loss or damage, or delay or failure in performing hereunder, arising or resulting from: — any act, neglect, default or barratry of the Master, pilots, mariners or other servants of the Owner in the navigation of management of the Vessel;, fire, unless caused by the personal design or neglect of the Owner; collision, stranding, or peril, danger or accident of the sea or other navigable waters; saving or attempting to save life or property; wastage im weight or bulk, or any other loss or damage arising from inherent defect, quality or vice of the cargo; any act or omission of the Charterer or Owner, shipper or consignee of the cargo, their agents or representatives; insufficiency of packing; insufficiency or inadequacy of marks; explosion, bursting of boilers, breakage of shafts, or any latent defect in hull, equipment or machinery; unseaworthiness of the Vessel unless caused by want of due diligence on the part of the Owner to make the Vessel seaworthy or to have her properly manned, equipped and supplied; or from any other cause of whatsoever kind arising without the actual fault or privity of the Owner. And neither the Vessel, nor Master or Owner, nor the Charterer, shall, unless otherwise in this Charter expressly provided, be responsible for any loss or damage or delay or failure in performing hereunder, arising or resulting from: — Act of God; act of war; perils of the seas; act of public enemies, pirates or assailing thieves; arrest or restraint of princes, rulers or people; or seizure under legal process provided bond is promptly furnished to release the Vessel or cargo; strike or lockout or stoppage or restraint of labor from whatever cause, either partial or general; or riot or civil commotion.

20. BILLS OF LADING. Bills of Lading, in the form appearing below for cargo shipped shall be signed by the Master as requested. Any Bill of Lading signed by the Master or agent of the Owner shall be without prejudice to the terms, conditions and exceptions of this Charter.

21. NEW JASON CLAUSE. In the event of accident, danger, damage or disaster before or after the commencement of the voyage, resulting from any cause whatsoever, whether due to negligence or not, for which, or for the consequence of which, the carrier is not responsible, by statute, contract or otherwise, the goods, shippers, consignees or owners of the goods shall contribute with the carrier in general average to the payment of any sacriflces, losses or expenses of a general average nature that may be made or incurred and shall pay salvage and special charges incurred in respect of the goods.

If a salving ship is owned or operated by the carrier, salvage shall be paid for as fully as if the said salving ship or ships belonged to strangers. Such deposit as the carrier or his agents may deem sufficient to cover the estimated contribution of the goods and any salvage and special charges thereon shall, if required, be made by the goods, shippers, consignees or owners of the goods to the carrier before delivery. In lieu of said deposit, Charterer has the option to give and Owner will accept written guarantee of Charterer to cover any contribution of the goods and any salvage and special charges thereon as may be required to be made by the goods, shippers, consignees or owners of the goods.

22. GENERAL AVERAGE. This Charter, its performance and enforcement shall be construed and governed by the laws of the United States or England, whichever country is specified in the Preamble of this Charter, except in cases of general average, which shall be settled according to York-Antwerp Rules 1950, Rule 22 excluded, and as to matters not therein provided for according to the usages and customs of the port of New York or London, whichever place is specified in the Preamble of this Charter.

If a general average statement is required, it shall be prepared at New York or London whichever place is specified in the Preamble, by adjusters appointed by the Charterer subject 10 approval of Owner, who shall attend to the settlement and collection of the general average subject to customary charges.

23. DEVIATION CLAUSE. The Vessel shall have liberty to call at any ports in any order, to sail with or without pilots, to tow or to be towed, to go to the assistance of vessels in distress, to deviate for the purpose of saving life or property or of landing any ill or injured person on board, and to call for fuel at any port or ports in or out of the regular course of the voyage Any salvage shall be for the sole benefit of the Owner.

24. SUBLET. The Charterer shall have the option of subletting the Vessel or assigning this Charter to any individual or company, but the Charterer shall always remain responsible for the due fulfillment of this Charter in all its terms and conditions. In the event of hostilities, the sublet privilege shall be limited to neutrals.

25. LIEN. The Owner shall have an absolute lien on the cargo for all freight, dead-freight, demurrage and costs, including attorney fees, of recovering the same, which lien shall continue after delivery of the cargo into the possession of the Charterer, or of the holders of any Bills of Lading covering the same, or of any storage man.

26. AGENTS. The Owner shall appoint Vessel's agents at all loading and discharging ports, Vessel to pay customary fees.

27. ARBINRATION. Any dispute arising under this Charter shall be settled by arbitration in New York or London whichever place is specified in the Preamble of this Charter. The party requesting arbitration shall serve upon the other party a written demand for arbitration with the name and address of the arbitrator appointed by it, and such other party shall within twenty (20) days thereafter appoint an arbitrator, and the two arbitrators so named, if they cannot agree, shall appoint a third, and the decision or award of any two shall be final and binding upon the parties. Should the party upon whom the demand for arbitration is served fail or refuse to appoint an arbitrator within twenty (20) days, the single arbitrator shall have the right to decide alone, and his decision or award shall be final and binding upon the parties. The arbitrators shall have the discretion to impose the cost of the arbitration upon the losing parry, or divide it between the parties on any terms which may appear just. Any decision or award rendered hereunder may be made and entered as a rule or judgment of Court.

28. LIMITATION OF LIABILITY. Any provision of this Charter to the contrary notwithstanding the Owner shall have the benefit of all limitations of, and exemptions from, liability accorded to the Owner or Chartered Owner of vessels by any statute or rule of law for the time being in force.